Federal Register / Vol. 75, No. 194 / Thursday, October 7, 2010 / Rules and Regulations 61977 

agent). You are required to assure the product 

is airworthy before it is returned to service. 

(3) Reporting Requirements: For any 

reporting requirement in this AD, under the 

provisions of the Paperwork Reduction Act 

(44 U.S.C. 3501 et seq.), the Office of 

Management and Budget (OMB) has 

approved the information collection 

requirements and has assigned OMB Control 

Number 2120–0056. 

Related Information 

(j) Refer to MCAI European Aviation Safety 

Agency Airworthiness Directive 2009–0188, 

dated August 26, 2009; and Airbus 

Mandatory Service Bulletin A300–53–6161, 

Revision 02, dated October 16, 2009; for 

related information. 

Material Incorporated by Reference 

(k) You must use Airbus Mandatory 

Service Bulletin A300–53–6161, Revision 02, 

including Appendix 01, dated October 16, 

2009 to do the actions required by this AD, 

unless the AD specifies otherwise. 

(1) The Director of the Federal Register 

approved the incorporation by reference of 

this service information under 5 U.S.C. 

552(a) and 1 CFR part 51. 

(2) For service information identified in 

this AD, contact Airbus SAS—EAW 

(Airworthiness Office), 1 Rond Point Maurice 

Bellonte, 31707 Blagnac Cedex, France; 

telephone +33 5 61 93 36 96; fax +33 5 61 

93 44 51; e-mail: account.airwortheas@airbus.com; Internet http:// 

www.airbus.com. 

(3) You may review copies of the service 

information at the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue, SW., Renton, 

Washington. For information on the 

availability of this material at the FAA, call 

425–227–1221. 

(4) You may also review copies of the 

service information that is incorporated by 

reference at the National Archives and 

Records Administration (NARA). For 

information on the availability of this 

material at NARA, call 202–741–6030, or go 

to: http://www.archives.gov/federal_register/

code_of_federal_regulations/ibr_locations.

html. 

Issued in Renton, Washington, on 

September 23, 2010. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2010–25017 Filed 10–6–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–0552; Directorate 

Identifier 2009–NM–095–AD; Amendment 

39–16464; AD 2010–21–04] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Model 747–100, 747–200B, 

and 747–200F Series Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: The FAA is superseding two 

existing airworthiness directives (ADs), 

which apply to certain Model 747–100, 

747–200B, and 747–200F series 

airplanes. The existing ADs currently 

require inspections to detect fatiguerelated skin cracks and corrosion of the 

skin panel lap joints in the fuselage 

upper lobe, and repair if necessary. One 

of the existing ADs, AD 94–12–09, also 

requires modification of certain lap 

joints and inspection of modified lap 

joints. The other AD, AD 90–15–06, 

requires repetitive detailed external 

visual inspections of the fuselage skin at 

the upper lobe skin lap joints for cracks 

and evidence of corrosion, and related 

investigative and corrective actions. 

This AD reduces the maximum interval 

of the post-modification inspections, 

and adds post-repair inspection 

requirements for certain airplanes. This 

AD results from reports of cracking on 

modified airplanes. We are issuing this 

AD to detect and correct fatigue 

cracking and corrosion in the fuselage 

upper lobe skin lap joints, which could 

lead to rapid decompression of the 

airplane and inability of the structure to 

carry fail-safe loads. 

DATES: This AD becomes effective 

November 12, 2010. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in the AD 

as of November 12, 2010. 

ADDRESSES: For service information 

identified in this AD, contact Boeing 

Commercial Airplanes, Attention: Data 

& Services Management, P.O. Box 3707, 

MC 2H–65, Seattle, Washington 98124– 

2207; telephone 206–544–5000, 

extension 1; fax 206–766–5680; e-mail 

me.boecom@boeing.com; Internet 

https://www.myboeingfleet.com. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov; or in person at the 

Docket Management Facility between 

9 a.m. and 5 p.m., Monday through 

Friday, except Federal holidays. The AD 

docket contains this AD, the regulatory 

evaluation, any comments received, and 

other information. The address for the 

Docket Office (telephone 800–647–5527) 

is the Document Management Facility, 

U.S. Department of Transportation, 

Docket Operations, M–30, West 

Building Ground Floor, Room W12–140, 

1200 New Jersey Avenue, SE., 

Washington, DC 20590. 

FOR FURTHER INFORMATION CONTACT: Ivan 

Li, Aerospace Engineer, Airframe 

Branch, ANM–120S, FAA, Seattle 

Aircraft Certification Office, 1601 Lind 

Avenue, SW., Renton, Washington 

98057–3356; telephone (425) 917–6437; 

fax (425) 917–6590. 

SUPPLEMENTARY INFORMATION: 

Discussion 

The FAA issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to include an AD that 

supersedes AD 90–15–06, Amendment 

39–6653 (55 FR 28600, July 12, 1990), 

and AD 94–12–09, Amendment 39–8937 

(59 FR 30285, June 13, 1994). The 

existing ADs apply to certain Model 

747–100, 747–200B, and 747–200F 

series airplanes. That NPRM was 

published in the Federal Register on 

June 22, 2010 (75 FR 35356). That 

NPRM proposed to continue to require 

inspections to detect fatigue-related skin 

cracks and corrosion of the skin panel 

lap joints in the fuselage upper lobe, 

and repair if necessary; modification of 

certain lap joints and inspection of 

modified lap joints; and repetitive 

detailed external visual inspections of 

the fuselage skin at the upper lobe skin 

lap joints for cracks and evidence of 

corrosion, and related investigative and 

corrective actions. That NPRM also 

proposed to reduce the maximum 

interval of the post-modification 

inspections, and adds post-repair 

inspection requirements for certain 

airplanes. 

Comments 

We provided the public the 

opportunity to participate in the 

development of this AD. We have 

considered the comment that has been 

received on the NPRM. 

Request to Correct Typographical Error 

in Paragraph (l) of the NPRM 

Boeing requests that we revise 

paragraph (l) of the NPRM to change the 

numeral ‘‘1’’ to the letter ‘‘l’’ to correctly 

identify the paragraph references. 

We agree and have corrected the 

typographical error accordingly. 


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61978 Federal Register / Vol. 75, No. 194 / Thursday, October 7, 2010 / Rules and Regulations 

Conclusion 

We have carefully reviewed the 

available data, including the comment 

that has been received, and determined 

that air safety and the public interest 

require adopting the AD with the 

change described previously. We have 

determined that this change will neither 

increase the economic burden on any 

operator nor increase the scope of the 

AD. 

Costs of Compliance 

There are about 23 airplanes of the 

affected design in the worldwide fleet. 

The following table provides the 

estimated costs for U.S. operators to 

comply with this AD. 

ESTIMATED COSTS

Action Work 

hours 

Average 

labor rate 

per hour 

Parts Cost per airplane 

Number of 

U.S.- 

registered 

airplanes 

Fleet cost 

Inspection (required by AD 

94–12–09).

208 $85 $0 $17,680 per inspection 

cycle.

7 $123,760 per inspection 

cycle. 

Modification (required by AD 

94–12–09).

8,160 85 0 $693,600 ............................. 7 $4,855,200. 

Post-Modification Inspection 

(required by AD 94–12– 

09).

56 85 0 $4,760 per inspection cycle 7 $33,320 per inspection 

cycle. 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

section 106, describes the authority of 

the FAA Administrator. Subtitle VII, 

Aviation Programs, describes in more 

detail the scope of the Agency’s 

authority. 

We are issuing this rulemaking under 

the authority described in subtitle VII, 

part A, subpart III, section 44701, 

‘‘General requirements.’’ Under that 

section, Congress charges the FAA with 

promoting safe flight of civil aircraft in 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

products identified in this rulemaking 

action. 

Regulatory Findings 

We have determined that this AD will 

not have federalism implications under 

Executive Order 13132. This AD will 

not have a substantial direct effect on 

the States, on the relationship between 

the national government and the States, 

or on the distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify that this AD: 

(1) Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866; 

(2) Is not a ‘‘significant rule’’ under 

DOT Regulatory Policies and Procedures 

(44 FR 11034, February 26, 1979); and 

(3) Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

We prepared a regulatory evaluation 

of the estimated costs to comply with 

this AD and placed it in the AD docket. 

See the ADDRESSES section for a location 

to examine the regulatory evaluation. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

Adoption of the Amendment 

■ Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA amends 14 CFR part 39 as 

follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

■ 1. The authority citation for part 39 

continues to read as follows: 

Authority: 49 U.S.C. 106(g), 40113, 44701. 

§ 39.13 [Amended] 

■ 2. The Federal Aviation 

Administration (FAA) amends § 39.13 

by removing Amendment 39–6653 (55 

FR 28600, July 12, 1990) and 

Amendment 39–8937 (59 FR 30285, 

June 13, 1994) and by adding the 

following new airworthiness directive 

(AD): 

2010–21–04 The Boeing Company: 

Amendment 39–16464. Docket No. 

FAA–2010–0552; Directorate Identifier 

2009–NM–095–AD. 

Effective Date 

(a) This AD becomes effective November 

12, 2010. 

Affected ADs 

(b) This AD supersedes AD 90–15–06, 

Amendment 39–6653; and AD 94–12–09, 

Amendment 39–8937. 

Applicability 

(c) This AD applies to The Boeing 

Company Model 747–100, 747–200B, and 

747–200F series airplanes, certificated in any 

category, as identified in Boeing Service 

Bulletin 747–53–2307, Revision 3, dated 

April 16, 2009. 

Subject 

(d) Air Transport Association (ATA) of 

America Code 53: Fuselage. 

Unsafe Condition 

(e) This AD results from reports of fatigue 

cracking on modified airplanes. The Federal 

Aviation Administration is issuing this AD to 

detect and correct fatigue cracking and 

corrosion in the fuselage upper lobe skin 

panel lap joints, which could lead to the 

rapid decompression of the airplane and the 

inability of the structure to carry fail-safe 

loads. 

Compliance 

(f) You are responsible for having the 

actions required by this AD performed within 

the compliance times specified, unless the 

actions have already been done. 

Restatement of Requirements of AD 94–12– 

09, With Revised Service Information 

Inspection 

(g) Within 1,000 flight cycles after July 13, 

1994 (the effective date of AD 94–12–09), and 

thereafter at the intervals specified in 

paragraphs (g)(1), (g)(2), and (g)(3) of this AD, 

perform inspections at the upper lobe skin 

panel lap joints in accordance with Boeing 

Service Bulletin 747–53–2307, Revision 2, 

dated October 14, 1993; or Revision 3, dated 

April 16, 2009. After the effective date of this 

AD, only Revision 3 may be used. 

(1) Perform a detailed external visual 

inspection to detect cracks and evidence of 

corrosion (bulging skin between fasteners, 

blistered paint, dished fasteners, popped 

rivet heads, or loose fasteners) in accordance 

with Boeing Service Bulletin 747–53–2307, 

Revision 2, dated October 14, 1993; or 

Revision 3, dated April 16, 2009. After the 

effective date of this AD, only Revision 3 may 


srobinson on DSKHWCL6B1PROD with RULES
Federal Register / Vol. 75, No. 194 / Thursday, October 7, 2010 / Rules and Regulations 61979 

be used. Repeat that inspection thereafter at 

intervals not to exceed 2,000 flight cycles 

until the modification required by paragraph 

(k) of this AD is accomplished. 

(2) Perform a high frequency eddy current 

(HFEC) inspection to detect cracks in the skin 

at the upper row of fasteners of the skin 

panel lap joints forward of body station (BS) 

1000 in accordance with Boeing Service 

Bulletin 747–53–2307, Revision 2, dated 

October 14, 1993; or Revision 3, dated April 

16, 2009. After the effective date of this AD, 

only Revision 3 may be used. Repeat that 

inspection thereafter at intervals not to 

exceed 4,000 flight cycles until the 

modification required by paragraph (k) of this 

AD is accomplished. 

(3) Perform a HFEC inspection to detect 

cracks in the skin at the upper row of fastener 

holes of the skin panel lap joints aft of BS 

1480 to 2360 in accordance with Boeing 

Service Bulletin 747–53–2307, Revision 2, 

dated October 14, 1993; or Revision 3, dated 

April 16, 2009. After the effective date of this 

AD, only Revision 3 may be used. 

Repeat that inspection thereafter at 

intervals not to exceed 6,000 flight cycles 

until the modification required by paragraph 

(k) of this AD is accomplished. 

(h) If any crack is found during any 

inspection required by paragraph (g) or (l) of 

this AD, or if any corrosion is found for 

which material loss exceeds 10 percent of the 

material thickness, accomplish paragraphs 

(h)(1) and (h)(2) of this AD in accordance 

with Boeing Service Bulletin 747–53–2307, 

Revision 2, dated October 14, 1993; or 

Revision 3, dated April 16, 2009. After the 

effective date of this AD, only Revision 3 may 

be used. 

(1) Prior to further flight, repair any crack 

or corrosion found, in accordance with 

Boeing Service Bulletin 747–53–2307, 

Revision 2, dated October 14, 1993; or 

Revision 3, dated April 16, 2009. After the 

effective date of this AD, only Revision 3 may 

be used. 

(2) Within 18 months after accomplishing 

the repair, accomplish the ‘‘full’’ modification 

described in Boeing Service Bulletin 747–53– 

2307, Revision 2, dated October 14, 1993; or 

Revision 3, dated April 16, 2009; for the 

remainder of any skin panel lap joint in 

which a crack is found, or in which corrosion 

is found that exceeds 10 percent of the 

material thickness, in accordance with 

Boeing Service Bulletin 747–53–2307, 

Revision 2, dated October 14, 1993; or 

Revision 3, dated April 16, 2009. After the 

effective date of this AD, only Revision 3 may 

be used. 

(i) If no crack is found during any 

inspection required by paragraph (g) of this 

AD, but corrosion is found for which the 

material loss does not exceed 10 percent of 

the material thickness: Accomplish the 

actions specified in paragraphs (i)(1) and 

(i)(2) of this AD for the entire affected skin 

panel lap joint, in accordance with Boeing 

Service Bulletin 747–53–2307, Revision 2, 

dated October 14, 1993; or Revision 3, dated 

April 16, 2009. After the effective date of this 

AD, only Revision 3 may be used. 

(1) Within 500 flight cycles after 

accomplishing the inspection during which 

the corrosion was found, and thereafter at 

intervals not to exceed 500 flight cycles until 

the ‘‘full’’ modification required by paragraph 

(i)(2) of this AD is accomplished: Perform a 

HFEC inspection to detect cracks of the 

corroded skin panel lap joint, in accordance 

with Boeing Service Bulletin 747–53–2307, 

Revision 2, dated October 14, 1993; or 

Revision 3, dated April 16, 2009. After the 

effective date of this AD, only Revision 3 may 

be used. 

(2) Within 36 months after accomplishing 

the inspection during which the corrosion 

was found: Accomplish the ‘‘full’’ 

modification, in accordance with Boeing 

Service Bulletin 747–53–2307, Revision 2, 

dated October 14, 1993; or Revision 3, dated 

April 16, 2009. After the effective date of this 

AD, only Revision 3 may be used. 

(j) The inspections required by paragraph 

(g) of this AD shall be performed by removing 

the paint and using an approved chemical 

stripper; or by ensuring that each fastener 

head is clearly visible. 

(k) Except as provided in paragraph (m) of 

this AD, prior to the accumulation of 20,000 

total flight cycles, or within the next 1,000 

flight cycles after July 13, 1994, whichever 

occurs later: Accomplish the modification 

described in Boeing Service Bulletin 747–53– 

2307, Revision 2, dated October 14, 1993; or 

Revision 3, dated April 16, 2009; as a ‘‘full’’ 

modification of the skin panel lap joints at 

the locations specified in paragraphs (k)(1) 

and (k)(2) of this AD, as applicable, in 

accordance with Boeing Service Bulletin 

747–53–2307, Revision 2, dated October 14, 

1993; or Revision 3, dated April 16, 2009. 

After the effective date of this AD, only 

Revision 3 may be used. Accomplishment of 

this modification terminates the repetitive 

inspection requirements of paragraph (g) of 

this AD. 

(1) For airplane line numbers 001 through 

058, inclusive: Modify the skin panel lap 

joints at Stringer 12 (left and right), station 

520 to 1,000; and Stringer 19 (left and right), 

station 520 to 740. 

(2) For airplane line numbers 59 through 

200, inclusive: Modify the skin panel lap 

joints at Stringer 12 (left and right), station 

740 to 1,000; and Stringer 19 (left and right), 

station 520 to 740. 

(l) For all airplanes: Perform an external 

HFEC inspection to detect skin cracks of any 

modified skin panel lap joints at the times 

specified in paragraphs (l)(1), (l)(2), and (l)(3) 

of this AD, as applicable, in accordance with 

Boeing Service Bulletin 747–53–2307, 

Revision 2, dated October 14, 1993; or 

Revision 3, dated April 16, 2009. As of the 

effective date of this AD, only Revision 3 may 

be used. Repeat that inspection thereafter at 

intervals not to exceed 3,000 flight cycles, 

except as required by paragraph (n) of this 

AD. 

(1) For skin panel lap joints on which the 

‘‘full’’ modification has been accomplished: 

Within 10,000 flight cycles after 

accomplishment of that modification. 

(2) For skin panel lap joints on which the 

‘‘optional’’ (partial) modification has been 

accomplished: Within 7,000 flight cycles 

after accomplishment of that modification. 

(3) For skin panel lap joints having deep 

countersink fasteners located at Section 42 

on which the ‘‘full’’ modification, as 

described in Boeing Service Bulletin 747–53– 

2307, dated December 21, 1989, has been 

accomplished: Within 5,000 flight cycles 

after accomplishment of that modification. 

(m) In lieu of the ‘‘full’’ modification 

required by paragraph (k) of this AD, the 

‘‘optional’’ (partial) modification described in 

Boeing Service Bulletin 747–53–2307, 

Revision 2, dated October 14, 1993; or 

Revision 3, dated April 16, 2009; may be 

accomplished for skin panels that have an 

outer thickness of 0.090 inches or less, and 

that do not have any cracks, corrosion, or an 

existing structural repair on the skin panel 

lap joint. After the effective date of this AD, 

only Revision 3 may be used. The ‘‘optional’’ 

(partial) modification shall not be 

accomplished at deep countersink fastener 

locations. Accomplishment of this 

modification terminates the repetitive 

inspection requirements of paragraph (g) of 

this AD. 

New Requirements of This AD 

Post-Modification Inspection at Reduced 

Intervals 

(n) Repeat the inspection required by 

paragraph (l) of this AD at the earlier of the 

times specified in paragraphs (n)(1) and 

(n)(2) of this AD. Thereafter, repeat the 

inspection at intervals not to exceed 1,000 

flight cycles. 

(1) Within 3,000 flight cycles after the last 

inspection done in accordance with 

paragraph (l) of this AD. 

(2) Within 1,000 flight cycles after the last 

inspection done in accordance with 

paragraph (l) of this AD or 500 flight cycles 

after the effective date of this AD, whichever 

occurs later. 

Post-Repair Inspection for External Doubler 

Repair 

(o) For all airplanes: Do an internal surface 

HFEC inspection for cracking of the skin at 

any external doubler repairs greater than 40 

inches in length (in the horizontal direction) 

within 1,000 flight cycles after the effective 

date of this AD, in accordance with the 

Accomplishment Instructions of Boeing 

Service Bulletin 747–53–2307, Revision 3, 

dated April 16, 2009. Thereafter, perform that 

inspection at intervals not to exceed 3,000 

flight cycles. 

(p) If any cracking is found during any 

inspection required by paragraph (o) of this 

AD, repair in accordance with the 

Accomplishment Instructions of Boeing 

Service Bulletin 747–53–2307, Revision 3, 

dated April 16, 2009. 

Alternative Methods of Compliance 

(AMOCs) 

(q)(1) The Manager, Seattle Aircraft 

Certification Office (ACO), FAA, has the 

authority to approve AMOCs for this AD, if 

requested using the procedures found in 14 

CFR 39.19. Send information to ATTN: Ivan 

Li, Aerospace Engineer, Airframe Branch, 

ANM–120S, FAA, Seattle Aircraft 

Certification Office, 1601 Lind Avenue, SW., 

Renton, Washington 98057–3356; telephone 

(425) 917–6437; fax (425) 917–6590. Or, 

e-mail information to 9-ANM-Seattle-ACOAMOC-Requests@faa.gov. 

(2) To request a different method of 

compliance or a different compliance time 


srobinson on DSKHWCL6B1PROD with RULES
61980 Federal Register / Vol. 75, No. 194 / Thursday, October 7, 2010 / Rules and Regulations 

for this AD, follow the procedures in 14 CFR 

39.19. Before using any approved AMOC on 

any airplane to which the AMOC applies, 

notify your principal maintenance inspector 

(PMI) or principal avionics inspector (PAI), 

as appropriate, or lacking a principal 

inspector, your local Flight Standards District 

Office. The AMOC approval letter must 

specifically reference this AD. 

(3) An AMOC that provides an acceptable 

level of safety may be used for any repair 

required by this AD, if it is approved by an 

Authorized Representative for the Boeing 

Commercial Airplanes Organization 

Designation Authorization who has been 

authorized by the Manager, Seattle ACO, to 

make those findings. For a repair method to 

be approved, the repair must meet the 

certification basis of the airplane, and the 

approval must specifically refer to this AD. 

(4) AMOCs approved previously in 

accordance with AD 90–15–06, Amendment 

39–6653; and AD 94–12–09, Amendment 

39–8937; are approved as AMOCs for the 

corresponding provisions of this AD. 

Material Incorporated by Reference 

(r) You must use Boeing Service Bulletin 

747–53–2307, Revision 3, dated April 16, 

2009, to do the actions required by this AD, 

unless the AD specifies otherwise. If you 

accomplish the optional actions specified by 

this AD, you must use Boeing Service 

Bulletin 747–53–2307, Revision 3, dated 

April 16, 2009, to perform those actions, 

unless the AD specifies otherwise. 

(1) The Director of the Federal Register 

approved the incorporation by reference of 

this service information under 5 U.S.C. 

552(a) and 1 CFR part 51. 

(2) For service information identified in 

this AD, contact Boeing Commercial 

Airplanes, Attention: Data & Services 

Management, P.O. Box 3707, MC 2H–65, 

Seattle, Washington 98124–2207; telephone 

206–544–5000, extension 1; fax 206–766– 

5680; e-mail me.boecom@boeing.com; 

Internet https://www.myboeingfleet.com. 

(3) You may review copies of the service 

information at the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue, SW., Renton, 

Washington. For information on the 

availability of this material at the FAA, call 

425–227–1221. 

(4) You may also review copies of the 

service information that is incorporated by 

reference at the National Archives and 

Records Administration (NARA). For 

information on the availability of this 

material at NARA, call 202–741–6030, or go 

to: http://www.archives.gov/federal_register/

code_of_federal_regulations/

ibr_locations.html. 

Issued in Renton, Washington, on 

September 23, 2010. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2010–25019 Filed 10–6–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–0610; Directorate 

Identifier 2009–SW–47–AD; Amendment 39– 

16455; AD 2010–20–20] 

RIN 2120–AA64 

Airworthiness Directives; Eurocopter 

France Model SA–365N, SA–365N1, 

AS–365N2, AS–365N3, SA–366G1, EC 

155B, EC155B1, SA–365C, SA–365C1, 

SA–365C2, SA–360C Helicopters 

AGENCY: Federal Aviation 

Administration, DOT. 

ACTION: Final rule. 

SUMMARY: This amendment supersedes 

an existing airworthiness directive (AD) 

for the specified Eurocopter France 

(Eurocopter) helicopters. That AD 

requires repetitively inspecting the main 

gearbox (MGB) planet gear carrier for a 

crack and replacing any MGB that has 

a cracked planet gear carrier before 

further flight. This action requires the 

same inspections required by the 

existing AD, but shortens the initial 

inspection interval. This AD is 

prompted by the discovery of another 

crack in a MGB planet gear carrier and 

additional analysis that indicates that 

the initial inspection interval must be 

shortened. The actions specified by this 

AD are intended to detect a crack in the 

web of the planet gear carrier, which 

could lead to a MGB seizure and 

subsequent loss of control of the 

helicopter. 

DATES: Effective November 12, 2010. 

The incorporation by reference of 

certain publications listed in the 

regulations is approved by the Director 

of the Federal Register as of November 

12, 2010. 

ADDRESSES: You may examine the 

docket that contains this AD, any 

comments, and other information on the 

Internet at http://www.regulations.gov, 

or at the Docket Operations office, West 

Building Ground Floor, Room W12–140, 

1200 New Jersey Avenue, SE., 

Washington, DC. 

You may get the service information 

identified in this AD from American 

Eurocopter Corporation, 2701 Forum 

Drive, Grand Prairie, Texas 75053–4005, 

telephone (972) 641–3460, fax (972) 

641–3527. 

Examining the Docket: You may 

examine the docket that contains this 

AD, any comments, and other 

information on the Internet at http:// 

www.regulations.gov, or at the Docket 

Operations office, West Building 

Ground Floor, Room W12–140, 1200 

New Jersey Avenue, SE., Washington, 

DC. 

FOR FURTHER INFORMATION CONTACT: Gary 

Roach, Aerospace Engineer, FAA, 

Regulations and Policy Group, 2601 

Meacham Blvd., ASW–111, Fort Worth, 

Texas 76137; telephone: (817) 222– 

5130; fax: 817–222–5961. 

SUPPLEMENTARY INFORMATION: A 

proposal to amend 14 CFR part 39 by 

superseding AD 2005–03–09, 

Amendment 39–13965 (70 FR 7382, 

February 14, 2005), for the specified 

Eurocopter France (Eurocopter) model 

helicopters was published in the 

Federal Register on June 28, 2010 (75 

FR 36581). The action proposed to 

require shortening the initial inspection 

required by AD 2005–03–09 from 265 

hours time-in-service (TIS) to 35 hours 

TIS and retaining the 50-hour TIS 

recurring inspections. That proposal 

was prompted by the finding of an 

additional crack in the MGB planet gear 

carrier of a Eurocopter Model EC 155 

helicopter. That crack was caused by a 

progressive fatigue failure caused by 

scoring in the blend radius between the 

pin and the web. An additional analysis 

indicates that the initial inspection must 

be shortened. Therefore, this AD 

shortens the initial inspection from 265 

hours time-in-service (TIS) to 35 hours 

TIS. The recurring 50 hour-TIS 

inspections would remain the same. 

The European Aviation Safety Agency 

(EASA), which is the Technical Agent 

for France, has issued EASA Emergency 

Airworthiness Directive No. 2007– 

0288–E, dated November 15, 2007. 

EASA states that cracks were discovered 

in the web of the MGB planet gear 

carrier. ‘‘The two affected MGB units 

had been removed for overhaul/repair, 

subsequent to the detection of metal 

chips at the magnetic plugs.’’ 

Investigation of the first case showed a 

failure of the head of a screw that 

secures the sun gear bearing. The screw 

head was caught by the planet gear/ 

fixed ring gear/sun gear drive train. The 

second case was discovered by the 

manufacturer and did not seem to be 

associated with any other failure. You 

may obtain further information by 

examining the MCAI and any related 

service information in the AD docket. 

Related Service Information 

Eurocopter France has issued the 

following Emergency Alert Service 

Bulletins: 

• No. 05A007, Revision 2, for the 

Model EC155 helicopters; 

• No. 05.00.48, Revision 3, for the 

Model AS365 helicopters; 


srobinson on DSKHWCL6B1PROD with RULES